US5762582A - Drive unit with internal combustion engine and hydrodynamic retarder - Google Patents

Drive unit with internal combustion engine and hydrodynamic retarder Download PDF

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Publication number
US5762582A
US5762582A US08/580,058 US58005895A US5762582A US 5762582 A US5762582 A US 5762582A US 58005895 A US58005895 A US 58005895A US 5762582 A US5762582 A US 5762582A
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United States
Prior art keywords
retarder
primary
transmission
drive unit
engine
Prior art date
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Expired - Lifetime
Application number
US08/580,058
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English (en)
Inventor
Jurgen Friedrich
Hans Gebhardt
Heribert Moller
Klaus Vogelsang
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Voith Turbo GmbH and Co KG
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Voith Turbo GmbH and Co KG
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Assigned to VOITH TURBO GMBH reassignment VOITH TURBO GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GEBHARDT, HANS, MOLLER, HERIBERT, FRIEDRICH, JURGEN, VOGELSANG, KLAUS
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Publication of US5762582A publication Critical patent/US5762582A/en
Assigned to VOITH TURBO GMBH & CO. KG reassignment VOITH TURBO GMBH & CO. KG CORRECTED ASSIGNMENT TO CORRECT THE ASSIGNEE'S NAME PREVIOUSLY RECORDED ON REEL 7987, FRAME 0011. Assignors: MOLLER, HERIBERT, GEBHARDT, HANS, FRIEDRICH, JURGEN, VOGELSANG, KLAUS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps

Definitions

  • the present invention relates to a drive unit, notably for a motor vehicle having an internal combustion engine, a transmission, and a hydrodynamic retarder featuring a rotor and a stator which precedes the transmission in the drive train.
  • Such a drive unit is known from DE 37 13 580 C1.
  • Retarders are used in heavy vehicles, particularly for absorbing the kinetic braking energy that accrues in braking actions during high speed travel (adaptation braking) and converting that energy to heat. Retarders are also well suited for sustained braking actions, for example, at a constant speed of 30 km/h on a 7% incline. Oil normally serves as the operating fluid. The heat transferred in the retarder to the operating fluid needs to be transferred, by means of a specific heat exchanger, from the operating fluid to the engine coolant or ambient air.
  • the retarder disclosed by U.S. Pat. No. 3,720,372 is integrated in the drive engine, permanently joined to the crankshaft and always flooded by the coolant of the cooling system.
  • the rotor of the retarder serves as a circulation pump, instead of using a separate coolant pump.
  • This system heats the coolant by means of the retarder and thereby heats the passenger compartment.
  • a control system arranged on the retarder, which controls the distribution of the coolant depending on its temperature in a bypass line through the radiator can also be used to heat the passenger compartment.
  • a retarder which is connected by a shift clutch to the crankshaft of the drive engine and the driven wheels of the vehicle.
  • the purpose of this retarder is not the absorption and conversion of high kinetic braking energy of the vehicle to heat, instead the retarder is operated exclusively as a heater, with the heating output controlled by the available power.
  • the engine coolant also functions as the operating fluid of the retarder.
  • a retarder known from DE-AS 1 946 167 (U.S. Pat. No. 3,650,358) is powered by the crankshaft of an internal combustion engine whose coolant also serves as the operating fluid for the retarder.
  • the advantage of this mode of operation is that the accruing heat develops directly in the coolant passed to the radiator, eliminating the need for a heat exchanger between two fluids.
  • the rotor is mounted on an antifriction bearing and the seal between the frame and rotor shaft is established by two lip seals.
  • the hydrodynamic retarder precedes the transmission in the flow of traction, or drive train, and is called a primary retarder.
  • Primary retarders are operated with either oil or water.
  • the pattern of the torque over the travel speed of the vehicle corresponds to a hyperbola, owing to the effect of the follow-on transmission. As a consequence, at low speeds of travel a relatively high braking effect is being produced.
  • the braking moment generated by the retarder follows, in the first plotted section, a parabolic pattern. That is, the braking moment rises with increasing speed of travel and, consequently, is relatively high at high speeds of travel--which, of course, is favorable.
  • Secondary retarders have the disadvantage that at low speeds of travel they produce only a low braking moment.
  • the objective underlying the present invention is to fashion a drive unit in such a way that the braking moment produced by the retarder is acceptable at both low and high speeds of travel.
  • This objective is accomplished by using a drive unit having both a primary and secondary retarder. Accordingly, two hydrodynamic retarders are thus provided, one before and one after the transmission. This arrangement produces a braking moment which is acceptable at both low and high speeds of travel. At low speeds the primary retarder is effective and a sufficient braking moment is also available at high speeds of travel and low engine speeds due to the secondary retarder.
  • Both the primary retarder and the secondary retarder can be configured as so-called water pump retarders.
  • the engine coolant is also used as the operating medium of the retarder. Water is in this case the operating medium.
  • the available braking effect of the drive unit can be optimized by a distribution between the two retarder systems based upon the traffic situation or state of operation. Naturally, this distribution can be effected by a controller.
  • a controller By splitting the output between the primary retarder and secondary retarder, one can accurately avoid exceeding the transmittable power limit of the shift clutch, which is generally a friction clutch. Traction is not interrupted in the shifting pauses across a wide range of speed, particularly for a range of high output braking actions.
  • the braking effect can be kept nearly constant over a relatively large range of speeds.
  • FIG. 1 is a schematic representation of a first embodiment of the present invention
  • FIG. 2 is a schematic representation of a second embodiment of the present invention.
  • FIG. 3 is a schematic representation of a third embodiment of the present invention.
  • FIG. 4 is a graph plotting the braking moment M against the speed of travel V.
  • FIG. 1 is a schematic illustration of a drive unit for a motor vehicle with an internal combustion engine 1 and a transmission 2.
  • a cooling circuit comprised of cooling water lines 5, fan 6, radiator 7 and thermostat 8 is also provided.
  • the rotor of the primary retarder 3 is mounted on the crankshaft of engine 1 in floating fashion in a cantilevered manner and is, therefore, axially parallel with the engine 1 and transmission 2.
  • the secondary retarder 4 is also arranged axially parallel to engine 1 and transmission 2. There is no gearing up provided between transmission 2 and secondary retarder 4.
  • Controller 12 is operatively connected to primary retarder 3 and secondary retarder 4 and functions as a means for controlling the braking outputs of primary retarder 3 and secondary retarder 4.
  • the embodiment of FIG. 2 also features a primary retarder 3 and a secondary retarder 4.
  • the embodiment of FIG. 2 has a gear-up mechanism 9 arranged between transmission 2 and secondary retarder 4. Otherwise, all of the essential components of this drive unit match those of FIG. 1.
  • a first jointed shaft train 10 is arranged between transmission 2 and secondary retarder 4, and a second jointed shaft train 11 is arranged in the drive train after the secondary retarder 4.
  • FIG. 4 shows a diagram illustrating the progression of braking moment M plotted against the speed of travel V.
  • the diagram is composed of two curves, namely curve I of the primary retarder and curve II of the secondary retarder.
  • the horizontal hatching represents a braking moment deficit that would be encountered if only a secondary retarder were used. This deficit is compensated for in an embodiment of the present invention, however, by the primary retarder.
  • the vertical hatching represents a deficit that would occur if only a primary retarder were used. This deficit is compensated for in an embodiment of the present invention, though, by the secondary retarder.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Braking Arrangements (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
  • Arrangement Of Transmissions (AREA)
US08/580,058 1994-12-23 1995-12-20 Drive unit with internal combustion engine and hydrodynamic retarder Expired - Lifetime US5762582A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4446288A DE4446288A1 (de) 1994-12-23 1994-12-23 Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
DE4446288.3 1994-12-23

Publications (1)

Publication Number Publication Date
US5762582A true US5762582A (en) 1998-06-09

Family

ID=6536912

Family Applications (1)

Application Number Title Priority Date Filing Date
US08/580,058 Expired - Lifetime US5762582A (en) 1994-12-23 1995-12-20 Drive unit with internal combustion engine and hydrodynamic retarder

Country Status (6)

Country Link
US (1) US5762582A (fr)
EP (1) EP0718166B1 (fr)
JP (1) JPH08230625A (fr)
KR (1) KR970035440A (fr)
AT (1) ATE226160T1 (fr)
DE (2) DE4446288A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5996762A (en) * 1996-10-09 1999-12-07 Voith Turbo Gmbh & Co. Kg Drive unit with engine transmission and coolant circuit
US6561324B2 (en) * 1996-03-08 2003-05-13 Voith Turbo Gmbh & Co. Kg Drive unit including a motor and a retarder
WO2003064228A1 (fr) * 2002-01-25 2003-08-07 Volvo Lastvagnar Ab Procede et dispositif pour commander ou reguler le couple de freinage auxiliaire dans un vehicule automobile
US20040077461A1 (en) * 2000-11-17 2004-04-22 Bernhard Reisch Method for increasing brake efficiency
US20120058857A1 (en) * 2009-05-25 2012-03-08 Zf Friedrichshafen Ag Method for operating a drive train
WO2013066242A1 (fr) * 2011-10-31 2013-05-10 Scania Cv Ab Dispositif et procédé de commande de freinage d'un véhicule à moteur
CN103221280A (zh) * 2010-11-19 2013-07-24 沃易斯专利有限公司 带有液力缓速器的驱动机构
CN103562024A (zh) * 2011-06-01 2014-02-05 斯堪尼亚商用车有限公司 车辆中的制动装置
CN104191975A (zh) * 2014-08-29 2014-12-10 桂林电子科技大学 液力缓速器恒速档位的控制方法

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0794326A1 (fr) * 1996-03-08 1997-09-10 Voith Turbo GmbH & Co. KG Unité d'entraînement à moteur et ralentisseur hydraulique
DE19641558A1 (de) * 1996-10-09 1998-04-16 Voith Turbo Kg Verfahren und Steuerung zur Regelung des Kühlkreislaufes eines Fahrzeuges mittels einer thermisch geregelten Wasserpumpe
DE19641559A1 (de) * 1996-10-09 1998-04-16 Voith Turbo Kg Antriebseinheit mit thermisch geregelter Wasserpumpe
DE19729033C1 (de) * 1997-07-08 1999-03-18 Voith Turbo Kg Verfahren zum Betreiben eines Antriebssystems für Fahrzeuge und Antriebssystem
FR2859687A1 (fr) * 2003-06-27 2005-03-18 Telma Dispositif de ralentissement pour vehicule automobile et son utilisation
DE10342400A1 (de) * 2003-09-13 2005-04-14 Voith Turbo Gmbh & Co. Kg Hydrodynamischer Retarder
DE102004061428A1 (de) * 2004-12-21 2006-06-29 Daimlerchrysler Ag Kühlkreislauf für ein Kraftfahrzeug und Steuerungsverfahren dafür
DE102008023134A1 (de) * 2008-05-09 2009-11-12 Man Nutzfahrzeuge Ag Verfahren und Vorrichtung zur Ermittlung der Ein- und Ausschaltbedingung für eine Motorbremse einer Dauerbremsanlage eines Fahrzeuges, insbesondere eines Nutzfahrzeuges
DE102010051717A1 (de) 2010-11-19 2012-05-24 Voith Patent Gmbh Antriebsstrang mit einem hydrodynamischen Retarder und Verfahren zum Einstellen des Bremsmomentes

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1946167A1 (de) * 1968-09-17 1970-05-14 Labavia Bremse fuer Personenkraftfahrzeuge
US3640359A (en) * 1970-01-20 1972-02-08 Caterpillar Tractor Co Control system for hydrodynamic retarder
US3720372A (en) * 1971-12-09 1973-03-13 Gen Motors Corp Means for rapidly heating interior of a motor vehicle
US3882973A (en) * 1972-07-19 1975-05-13 Caterpillar Tractor Co Automatic retarder control system
US3945473A (en) * 1972-08-03 1976-03-23 Parmac, Inc. Individualized stator and rotor for hydromatic brakes
US4538553A (en) * 1983-01-19 1985-09-03 Daimler-Benz Aktiengesellschaft Mode of control of the heating capacity of a hydrodynamic brake
US5029682A (en) * 1987-03-10 1991-07-09 Zahnradfabrik Friedrichshafen Ag Brake system for full-track vehicles
FR2673900A1 (fr) * 1991-03-16 1992-09-18 Zahnradfabrik Friedrichshafen Vehicule automobile pourvu d'un ralentisseur hydrodynamique a la sortie d'une boite de vitesses.
DE4408350A1 (de) * 1994-03-11 1994-10-06 Voith Turbo Kg Antriebseinheit und Verfahren zum Betreiben der Antriebseinheit

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3713580C1 (en) 1987-04-23 1988-11-10 Voith Turbo Kg Drive system with a hydrodynamic retarder

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1946167A1 (de) * 1968-09-17 1970-05-14 Labavia Bremse fuer Personenkraftfahrzeuge
US3650358A (en) * 1968-09-17 1972-03-21 Labavia Decelerating system for touring vehicles
US3640359A (en) * 1970-01-20 1972-02-08 Caterpillar Tractor Co Control system for hydrodynamic retarder
US3720372A (en) * 1971-12-09 1973-03-13 Gen Motors Corp Means for rapidly heating interior of a motor vehicle
US3882973A (en) * 1972-07-19 1975-05-13 Caterpillar Tractor Co Automatic retarder control system
US3945473A (en) * 1972-08-03 1976-03-23 Parmac, Inc. Individualized stator and rotor for hydromatic brakes
US4538553A (en) * 1983-01-19 1985-09-03 Daimler-Benz Aktiengesellschaft Mode of control of the heating capacity of a hydrodynamic brake
US5029682A (en) * 1987-03-10 1991-07-09 Zahnradfabrik Friedrichshafen Ag Brake system for full-track vehicles
FR2673900A1 (fr) * 1991-03-16 1992-09-18 Zahnradfabrik Friedrichshafen Vehicule automobile pourvu d'un ralentisseur hydrodynamique a la sortie d'une boite de vitesses.
DE4408350A1 (de) * 1994-03-11 1994-10-06 Voith Turbo Kg Antriebseinheit und Verfahren zum Betreiben der Antriebseinheit

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
European Search Report, EP 95 12 0003 dated Jun. 17, 1997. *
Revue Technique Diesel (French Article), 1985. *

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6561324B2 (en) * 1996-03-08 2003-05-13 Voith Turbo Gmbh & Co. Kg Drive unit including a motor and a retarder
US5996762A (en) * 1996-10-09 1999-12-07 Voith Turbo Gmbh & Co. Kg Drive unit with engine transmission and coolant circuit
US6910989B2 (en) * 2000-11-17 2005-06-28 Zf Friedrichshafen Ag Method for increasing brake efficiency
US20040077461A1 (en) * 2000-11-17 2004-04-22 Bernhard Reisch Method for increasing brake efficiency
US7434893B2 (en) 2002-01-25 2008-10-14 Volvo Lastvagnar Ab Device for controlling or regulating auxiliary brake torque in a motor vehicle
US20050052075A1 (en) * 2002-01-25 2005-03-10 Volvo Lastvagnar Ab Device for controlling or regulating auxiliary brake torque in a motor vehicle
WO2003064228A1 (fr) * 2002-01-25 2003-08-07 Volvo Lastvagnar Ab Procede et dispositif pour commander ou reguler le couple de freinage auxiliaire dans un vehicule automobile
US20120058857A1 (en) * 2009-05-25 2012-03-08 Zf Friedrichshafen Ag Method for operating a drive train
US8663064B2 (en) * 2009-05-25 2014-03-04 Zf Friedrichshafen Ag Method for operating a drive train
CN103221280A (zh) * 2010-11-19 2013-07-24 沃易斯专利有限公司 带有液力缓速器的驱动机构
CN103221280B (zh) * 2010-11-19 2016-06-01 福伊特专利有限公司 带有液力缓速器的驱动机构
CN103562024B (zh) * 2011-06-01 2016-02-24 斯堪尼亚商用车有限公司 车辆中的制动装置
CN103562024A (zh) * 2011-06-01 2014-02-05 斯堪尼亚商用车有限公司 车辆中的制动装置
WO2013066242A1 (fr) * 2011-10-31 2013-05-10 Scania Cv Ab Dispositif et procédé de commande de freinage d'un véhicule à moteur
US9114802B2 (en) 2011-10-31 2015-08-25 Scania Cv Ab Device and method for controlling braking of a motor vehicle
CN104024077A (zh) * 2011-10-31 2014-09-03 斯堪尼亚商用车有限公司 用于控制机动车的制动的装置和方法
CN104191975A (zh) * 2014-08-29 2014-12-10 桂林电子科技大学 液力缓速器恒速档位的控制方法
CN104191975B (zh) * 2014-08-29 2016-07-13 桂林电子科技大学 液力缓速器恒速档位的控制方法

Also Published As

Publication number Publication date
DE4446288A1 (de) 1995-06-29
JPH08230625A (ja) 1996-09-10
EP0718166A3 (fr) 1997-08-20
KR970035440A (ko) 1997-07-22
EP0718166B1 (fr) 2002-10-16
DE59510427D1 (de) 2002-11-21
ATE226160T1 (de) 2002-11-15
EP0718166A2 (fr) 1996-06-26

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